ISLAND HILLCLIMBER
By
Rob Miller
 There`s something very special about old cars, I suppose its because
they`re so very different from the bland commonplace of modern clone
lookalikes. In their day they were just part of the street furniture,
but fast forward 30 or so years and old cars just smack you in the face
with their individuality. One such car resides on the island
of Malta and its owner, Jeff Vella , has engineered one of the best
performance 127`s around. His “baby” as it is affectionately known, is a
highly tuned 1050cc 127 Sport hill climber. Running to the Island Car
club regulations, the little 127 competes in the Group 2 class 1, for
cars up to 1150cc.
The car is in wonderful condition and has been built from an almost
derelict state. Despite being a competition car, it’s retained its door
cards, glass, carpet and one or two other in car comforts; “it just
keeps on winning. When I start getting beaten”, Jeff says “he`ll have a
look at removing some weight!” The car is very strikingly finished in
black and green, and sits on 13” Revolution alloys shod with Avon
slicks. Suspension mods include Leda front coil-overs fully 24 position
adjustable and Koni rears. The flattened rear transverse spring, front
1300GT anti roll bar and negative camber all combine to give this 127 an
aggressive stance.
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Built from an almost derilict shell on the island of Malta, Jeff
Vella has engineered a lovely little 127 Hillclimber. Its even
better up close |
Note the extra air intakes to aid cooling
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Sitting on Revolution alloys with Avon slicks, these wheels
always look the part on old motors |
Office and control room for 1050cc`s of out and out Fiat
performance fun in a 127. Note the door cards, glass, and
carpets |
I was surprised to see that the car retains almost a standard brake set
up, the front discs and rear drums assisted by
 the factory vacuum. It
has also retained the rear brake compensator. The only non standard item
being the brake bias adjuster mounted to the left of the driver`s seat.
By trial and error the bias adjuster and brake compensator have worked
to Jeff`s satisfaction.” And any way the brakes don`t have to be that
ruddy good when you’re going uphill!”
Lifting the forward hinging bonnet one is immediately confronted with an
engine that means business, no messing! No downdraft DCNF`s for this
little baby, all 1050cc`s breath in through a pair of side draft DCOE
40`S and exhale through a beautiful 4 into 1 exhaust that cumulates just
under the sump....WOW! And that’s not all the story. Kent vernier cam
wheel controls the Gozzoli Cam on the locally modified head and the
whole kit turns on a factory issue lightened balanced crank, rods and
flywheel, to the tune of 10,000 rpm momentarily. Power comes on strong
at 4,000 rpm and Jeff says he changes up at 9,000.
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Twin 40`s side draft
are an unusual modification to the Brazil motor, dcnf`s being
the usual fare. It could be argued that side drafts provide
better flow. The radiator was slimmed and altered to accomodate |
Much modified Radiator to accomodate the twin 40 webbor
breathing
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Here we can see the Kent vernier cam wheel which controlls the
extremely hairily profiled Gozzoli cam |
Spent gasses are expelled through this beautifull free flow
exhaust just sqeezing past the 1300gt front anti roll bar |
The 127 has not been rolling road tuned but power is estimated at
115bhp. But I believe Jeff is being conservative in this estimation! The A.P. Racing paddle clutch shifts power through the Bacci Romano 4 speed
close ratio gears and 4.7 LSD diff. Initially there were problems of
jumping out of gear but modifications were made to stiffen up the upper
and lower engine mountings to dampen movement.
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Initial problems of jumping out of gear were solved by hybrid
additional engine and gearbox mountings which hold the powerfull
Brazil motor steady
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Note the much beefier inner track control arm mounting on this
Maltese bodyshell, much stronger for competion. Makes one think
that Fiat may have beefed these up when exporting to countries
with less than perfect roadways. Uk spec mountings are much
weaker in comparison and would need to be modified to this type
with a view to racing |
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Top supplimentary mounting
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Lurking under the front wings are Leda coil-overs fully 24
position adjustable |
Inside this 127 the dash looks standard 1050 Sport but to the left of
the main gauges is mounted the tachometer and strapped to that is the
red light set at a mind numbing 9000rpm. Remember this engine is running
on a factory crank and flywheel only lightened and balanced. Brazil
engines are very strong and testament to Fiat know-how. But I digress;
further instrumentation also shows the driver the state of the air-fuel
mixture. Creature comforts aside one is cocooned within a purpose built
full roll cage mounted front and rear and sat gripped at the hips in a
Sparco competition seat.
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Turn this twidler to change desired direction, glance at the
fuel/air mixture gauge to the left of the tacho
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Rev counter tells the screaming story of whats spinning under
the bonnet, the attached red light being set at 9000rpm
whereupon the next cog in the Bacci Romano close ratio box is
selected via the competition paddle clutch |
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Interior shows the full roll cage which nicely stiffens up the
shell and protects the navigators bonce in the event of a shunt |
Neatly engineered at each corner
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Fuel is supplied via front and rear pumps and when pressure reaches
about 3.5psi shown on the under bonnet gauge, the engine is ready to
start. First off the starter is heard whirring and the familiar wah wah
wah of the motor forcing the pistons up through 12.5 to 1 compressions
and there is a cough and the Fiat snarls into life. It sounds thrilling
and extremely powerful as the revs are increased. Only a non petrol-head
would be unmoved by this potent little Fiat. It is truly a wonderfully
put together piece of engineering.
Rob Miller
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